Railway car



Oct, 12, 1937;

T. H. SCHOEPF ET AL RAILWAY GAR 2 Sheefs-Sheet 1 Filed Aprila. 1935 OGL 1/2, 1937- T. H. scHoEPF ET A1. 2,095,677

RAILWAY CAR eFiled April 8, 1935 2 Sheets-Sheet 2 UU G PSL y L! UU j m o UD o l? m L I o ln Q UU i m W UU o v n d UU s G7 UU o v', Q UU D@ El] 0u/ 5; ,S 'f1 ma n s"LJ u] um /M/fgwa/Ps zfwaff-Sf-W@ E] y i. @E

Patented ocr. 12, 1937 UNITED f-sTATEs PATENT OFFICE 2,095,671 RAILWAY om Theodore n. schoepf and Davia M. mame, cin-A cinnati, Ohio, assignors to The Cincinnati Traction Bldg. Company, Cincinnati, Ohio, a corporation of Ohio L Application April s, 1935, serial No.1 15.2'zs

trolledmechanism for resisting-the twisting andV tilting of the vehicle body.

Another object is to provide such a control mechanism wherein the photo-electric cell unit is placed at the forward end of. the foremost car draulical-ly controlled units, the latter being responsive to the 'signals sent by the former,I and in such position as to be the device rst subjected to the tiltA orY twist brought about by the' car entering a curve, the action for resisting this force being set in motion by the controlled devices before the vehicle bodies, upon which they are mounted, beginA to twist or tilt. In other words, the control device anticipates the corrective movementsnecessa'ry to be made by the controlled devices.

Another. object is to cell control -unit and a pluralityJ of electro-hyadapted to set` in motion forces which will coun'- teract the forces brought about by irregularities Vin the'track, such as curves and banks. y

In the drawings: Figure 1 is a drawing of the control unit A, the electrically controlled unit B, which units are to be mounted in the cars of the train as indilcated by the letters A and-B, and the hydraulic correctivearrangement C, which latter is mounted on the truck.

Figure 2 is a view of a train of cars in'which the control units A, and the electrically controlled units B,` are,'in practice, mounted.'

Figure 3 is a view of another train of cars in which are mounted the control unit at the point indicated by A in theliorward part of the front end of the first ca1 ','and the electrically controlled unit at the station indicated byB; while the second and third cars, which follow the motorman's front car; have mounted in them the electrically controlled units at the point B in the second car, and likewise at the points B, B in the third car. e

Figure 4 is a top plan view of the photo-electric provide a photo-electric.'

cell control unit shown at the upper part of Figure 1. v

Figure 5 is a fragmentary wiring diagram of a modied portion of the control arran'gement shown in Figure 1. l Referring te the drawings in detail, Figure 1 shows the general arrangement, both electrical and hydraulic, of the control arrangement of our invention'l It will Vbe understood4 that the device consists generally of three parts:`

1. A photo-electric cell control unit A, shown in the upper part of Figure l, and preferably arranged in the forward part of the foremost car of the train as seen in Figure 3;

2'. A controlled unit Bshown -in the central lpartof Figure 1, and consisting of electrical mechanism responsive to the signals sent out by the controlunit shown in the upper portion of Figure 1; and- 3. Hydraulic mechanismbl for applying resisting forces in response to the action of the electrhydraulic mechanism in order to resist the action of the undesirable forces setrup by irregularities or curves in the track. Y

It will be understood that while a single photoelectric cell control unit A is used, a `plurality of controlled units B may be provided,'one prefverably for each circuit of the car or for each end of each car. l

`'l-his invention is applicable to ordinary trains, with a plurality of trucks on each car, but it is ing, torsion or tilting of the car oor, resulting great discomfort to the passengers. For example, when the foremost car of a train enters a curve, the combination of centrifugal .force, banking of the curve, and other factors especially valuable in its application to articulated will tend to rock and twist the bodies around their horizontalaxes, a reverse Itwist being given as e the-car leaves the curve. This twist is experierably mounted inthe forward end` of the foremst car (see Fig.j3) so that its orders will .be transmitted to the regulatory mechanism B in the following cars so that the regulatory forces will be set in'tmotion slightly before the ca r reaches the curve or track irregularity. In this manner any time lag oi' the apparatus is compensated for, such a' time lag being otherwiseliable to bring the mechanism into operation after the twist has taken place and too late for the corrective measures.

Referring particularly to Figure 1, there is shown at the left side a photo-electric cell con- ,trol unit, generally designated A; in the upper source I2 is a mirror I3.f On the right-hand and left-hand sides of the light source I2 are arranged suitably shielded photo-electric cell units I4 and I5, respectively. On each side of the photo-electric cell unit I4 are mounted photo-electric cell units I6 and I1. Similarly, on either side of the photo-electric cell unit I5.are mounted photoelectric oell units I8 and I9. I

The photo-electric cell units I6, I1, I8 and I9 are shielded to admit rays of light in a narrower bundle and over a narrower angle than the photoelectric cell units I4 and I5. The purpose of this feature is to cause the light source I2 to send illumination by reflection from the mirror I3 to the photo-electric cell units I 4or I5, while the pendulum is tilted-generally in their direction,

- .to restrict the entrance of rays to the photo-electric cell units I4 and I6 or I5 and I8, respectively,

.when the pendulumtilts through but a small angle; and to theJphotb-electric cell units I4, I6

and I1 or .I5,' I8 and Ill, respectively, when the pendulum tilts through a. large angle.

,'electric cell unit A, the pendulum II remaining vertical while the otherapparatus tilts relatively thereto. The photo-electric cell unit I4 is connected by the line 20 to a solenoid winding 2|, having an armature 22. This solenoid is arranged in the controlled unit B. 'I'he solenoid armature 22 is connected in a manner hereinafter described to a hydraulic valve 23which serves to actuate a' portion of the hydraulic corrective mechanism C. In a similar ,manner the photo-electric cell unit I is connected by the line 24 to the solenoid winding 25, having the armature 26 arranged to operate the hydraulic valve 21.

The energization of the solenoid windings 2I and 25, together with the remainder of the electrical circuit, is brought about by the battery 29. 'I'he line 28 from one pole of the battery 29 connects the latter to one set of the terminals of the photo-electric cells I4, I5, I6, I1, I8 and I9.v The opposite terminals of the photo-electric cells I4 and I5 are connected, as previously described, tou

the lines 2l) and 24. The connections of the opposite terminals of the remaining photo-electric lcells I6, I1, nI8 and I9 will be subsequently described.

From the pole of the battery 29, opposite that to which the line 28 is connected, the line 30 runs, branching in one direction to continue in the line 32, serving to energizel the solenoid winding .33 having anl armature 3I. The line 32 also serves to energize `another solenoid winding 34.l The branch 35 of the battery line 30 .serves to energize the opposite terminals of the solenoid windings 2I and 25, previously described. The other terminals of the inner photo-electric cells I6 and I8 are connected by the line 36 to the line 38, the latter running to the solenoid winding 33,

previously described, and completing the ener-v gizing circuit Sto the battery 29 when the photoelectric cells I6 or I8 are energized by light falling upon them. Similarly, the other terminals of the outer photo cells I1 and I9 are connected by the line 31 to the line 39, running to the solenoid winding 34 and completing the energization circuit'thereof when the photo-electric cells I1 and I9 are energized by light falling upon them.

'I'he armature 3| of the solenoid winding 33 is mechanically connected to the switch blades 48 and 4I, these switch blades controlling the energization of the armature 42 of a motor employed for creating the hydraulic pressure used for applying the corrective forces to the car. 'Ihe armature 42 is provided with a brush 43, from which the line 44 runs to the terminal 45 engageable by the switch blade 4I, and .from the opposite terminal 46 thereof, the line 41 runs to the line 32, previously mentioned. Similarly, the opposite brush 48 of the motor armature 42 is connected by the line 49 to the switch terminal 50 engageable by the switch blade 40, and from the opposite terminal 5I thereof the line 52 runs to the armature series resistance 53. 'Ihe opposite end of the latter is'connected by the line 54 to the same pole of the battery 29 as the line 28, previously described.

From the line 54 the branch l-ine 55 runs to the terminal 58, engageable by the Aswitch blade 56 operated by the solenoid armature 59. .The oplposite terminal 51 thereof is connected to the line 52. In this manner the energization-of the solenoid windings 33 and 34 is controlled, respectively,`by the energization of the inner or inner and outer photo-electric Acells I6 or I8 or I6 and I1 or I8 and I9, according-,to the amount of tilt of the pendulum; and the armature series resistance 53 is inserted or Withdrawn from the circuit asa consequence by the energization or deenergization of the solenoid 34.

The motor eld 6I is likewise-electrically controlled by the solenoid windings 2| and 25, previously described. The motor field 6I is connected on one side by the line 62 and its branches 65 and 66 to the upper switch blade 61, operated by the solenoid armature 22. From the opposite lower terminal thereof the line 68 runs to the field discharge resistance 6,9, the opposite side of which is connected to one terminal engageable by the upper switch blade 10, operated by the solenoid armature 26. Similarly, the upper inner terminals engageable by the upper switch blades 61 and 10 are interconnected by the line 13, from which the lline 14 runs to the battery 29.

The remaining upper terminals engageable by the upper switch blade are joined by the branch lines 60 and 63 to the line 1I, joining the line 12, which runs to the remaining pole ofthe motor eld winding 6I. The line 12 also runs to one of the switch terminals engageable by the llower` switch blades 11, operated by the solenoid armature 22. The opposite terminal thereof is connected by the line 16 to the nearest terminal engageable by the switch blade 18, operated by the solenoid armature 26. The line 16 is connected by the line to the battery v29. The remaining terminal engageable by the switch blade 18 is connected by the line 19 to the line 62 running to the motor field winding 6I, as previously described.

The hydraulic corrective mechanism C is supplied with pressure uid ,byV the piston rod 80,

23, above the ported partition 86 thereof. The

valve member '81 connected to the solenoid arma; ture 22 is rranged to `open and close the port in the parti ion 86, according to the action of the solenoid/'winding 2|.

The opposite vchamber of the hydraulic valve 23 is connected by the pipe line 88 to a branch line 09, leading to the bottom of the-hydraulic corrective cylinder `'90. The lattervis provided with a piston 9|, having a piston rod 92 mechanically connected to the body of the vehicle, as ini dicated diagrammatically by the reference numeral 93, as sh'own in Fig. 1. The opposite side of the cylinder l90 is connected by the lpipe line 99 to the pipe line 95, running to the lower chamber of the hydraulic valve 21. The latter contains the ported partition 96, having the valve member 91 operating therein and controlled by the solenoid armature 26. From the upper chamber of the hydraulic valve 2l the line 98 runs to the left-hand end of the hydraulic cylinder 82. Fromthe line 95 the' branch line 99 runs to the bottom of the hydraulic corrective cylinder |00.

The latter has a piston l0! with a piston rod |02 It will be observed by those skilled in the art l that the wiring diagram of Figure l shows the placed between the photo-electric cell 'and the Y devices controlled by it. Such amplifiers and relays for use with photo-electric cells a're conventional and well known to those skilled in the art, hence, require no detailed description. The necessity for such amplifiers and relays depends upon the particular type of photo-electric cell employed, and also upon other conditions oi' the installation. Ordinarily a photo-electric cell alone does not deliver enough current to operate the solenoids intended to be controlled thereby, resulting in the' employment of ampliers and/or relays to accomplish this purpose.

'Referring lagain to Figs. 1 and 3, in the operation of the mechanism of ouriinvention, as the forward car of the train enters a curve the bank of the latter causes the car to tilt and the pendulum Il assumes an angular position with reference to the car iloor. If the car tilts slightly to the left (Figure 1) the pendulum il appears to tilt to the left to an observer in the car. The

light rays from the light source l2 on the end of the pendulum are then reilected from the mirror Iii/into the interior of thephoto-electric cell unit i5, energizing the latter and` consequently the solenoid winding 25 is energized by the completion of its circuit with the battery 29. The consequent and its piston 8| operated when the pendulum mm eireet, uns to the right e by the tilting of the car, thephoto-electric cell.

unit i4 is energized, as a consequence energizing the solenoid winding 2| from the battery 29, and

similarly, throwing the eld discharge resistance 69 out of the motor circuit and energizing the ileld coil 6| with current of opposite polarity.

In the modification shown in Figure 5 the conas concerns the electrical connections just described, `with the exception ofthe fact that a capacitor 09ay is used in place of the ield discharge resistance 59. 'I'he action, however, as well as the electrical connections, are otherwise substantially the same and no further description is necessary.

Continuing with reference to Figure l'the armature elcl resistance 53 meanwhile is thrown into or out of the circuit of the motorarmatu're 02 by the energization of the solenoid windings 33 or 30 as controlled by the inner or outer groups of photo-electric cells l0 and I8 or l1 and I9, respectively. When the car tilts through but a small angle the pendulum light sourcel l2 reiects rays into the inner photo-electric cells i6 or i8, energizing the latter and consequently energizing the solenoid winding 33 from the battery 29. The amature 9| of the latter moves upward, closing its switchblade's 50 and 4| across the lines connected thereto. This action places the motor armature series resistance 53 in thei armature c ircuit and causes the motor armature 02 to revolve.

witlr a predetermined torque, witha consequent eiect. upon the hydraulic pressure cylinder 82 by the motor armature .02. On the other hand, when the car rounds a steep curve the light rays from the light source i2 ofthe tilting pendulum are also reflected by the mirror |3 into the outer photo-electric cells i1 or i9, energizing these and maintaining energization of the inner photo-electric cells 'i0 or i8., The middle photo-electric cells lil or i5, also, remain energized throughout the tilting of the`pendulum because their shielding is not as selective as that of the other photocells.

The energization of the outer photocells I'l or I9 results in the consequent energization of the solenoid win ng 39, and the deenergization of the solenoid riding 33. Thisresults in the connection of the lines 52, 59 and 55 through the switch blade 59, operated by the solenoid arma# .ture resistance 50.

Still continuing as to Figure 1, the hydraulic corrective mechanism is set in motion by the valve members 91 or 91 connected mechanically to the -solenoid armatures 22 or 26, respectively. When the solenoid 25 is energized the valve member 91 rises so as to pass pressure. fluid from the cylinder 82 by way of the line 99, through the valve 21, thence by wayoi' the lines 95, 94 and 99 to the upper side of the right-hand hydraulic' cylinder 90 and to the lower end of the left-hand end hy# draulic cylinder |00. This causes the piston 9i to move downward and the piston |01 to move upward, creating a resisting force upon the car body 93 in opposite directions.

Similarly, if the solenoid winding 2| is energized in a manner previously described, the valve member 81 rises from its port in the partition 86. This permits pressure fluid to pass from the righthand side of the hydraulic cylinder 82 by wayY of the pipe line 89 to and through the valve 23, thence by Way of the pipe lines 88, 89 and |03 to the bottom of the hydraulic cylinder 90 and the top of the hydraulic cylinder |00. The upward motion thus given to the hydraulic piston 9| and the downward motion given to the piston' |0| cause a reverse effect to'be given tothe vehicle body 93 from that just described.

In Figure 2'we have shown in side elevation a train of three cars and we have indicated by the letters A and B the .stations or places in the respective cars where the control unit A will, or may be, placed in each car, and where the electrically controlled unit B will, or may be, placed in each car. In this illustration each car has mounted therein one control unit A and a plurality of controlled units B.

And finally, referring to Figure 3, it will be seen that in the forward part of the forward car, which is'atI the extreme left in the drawings, there is located the control unit A, and at any suitable place there is also located in each car one of the electrically controlled units B.

In these connections we have not mentioned, as yet, the location of the hydraulically corrective arrangement C, which is comprised of the cylinders 90 and |00, the pistons 9| and |0| and the piston rods 92 and |02 and their connecting hy-A draulic pipe lines 03 and |03, and 94 and 99, all of which' devices of unit C are carried by the trucks.-

In Figure 1 we have also shown the truck members comprising the bolster a supporting the socket plate yb, and the articulation trunnion "c, the trunnions being carried by the car body or underframe. n

There is also shown in dotted lines a transverse car body member or bolster d having contact parts e with which the hydraulic piston rods 92 and |02 make connection so as to control or oppose the side tipping of the car bodies, which is the primary object or result sought by this invention.

In Figure 2 the arrows ,f indicate the connection between the control unit A and the several controlled units B, each car being complete in Y having on'e unit A and two units B which are controlled thereby. In Fig. 3, it is similarly shown how the arrow lines g and-'the extended connecting line h are used to transmit the control from the control unit A to the controlled units B in the several cars. In this'Figure 3 we also have one controlled unit B in each of two of the cars and twor controlled units B in one of the cars. This is to illustrate such aninstallation if it be desir-V able or required.

We desire to comprehend within our invention such modications as may be embraced within the car at a position near the forward end thereof,

cars, and causing the thus anticipated action to be resisted by vsetting up opposing forces before the expected changes occur. f

2. In a method of controlling the tilting movements of a`plurality of railway cars in a train, re-

'ceiving the tilting movements of the foremost car at a position near the forward end thereof, signailing these changes to the succeeding cars, and causing the signals to release resisting forces opposed to the forces which will tilt the car as soon as the anticipated changes occur but in advance of the occurrence thereof. Y

3. In combination, a car, means for resisting the tilting movements of the car, and means for initiating the operation of said resisting means at a point remote therefrom, said initiating means comprising a photo-electric cell and a light source adapted to moved relatively to one lanother during the tilting of the car.

4. In combination, a plurality of cars arranged in a train, means on each car for resisting the tilting movements thereof, and means in the foremost car for initiating the operation of said resisting means prior to the tilting thereof by the causes which tilt the foremost car, said initiating means comprising a photo-electric vcell and a light source adapted to be moved relatively to one another during the tilting of the car. 5. In combination, a car, means for resisting the tilting motion of said car brought about by changes in the relative elevation of the rails of the track, alight source and a photo-electric cell movable relatively to one another and located near the forward end of said car, and electrical means for transmitting the signals of said photoelectric cell to said resisting means to operate the same in anticipation of the changes in the tilt-of the car brought about by the changes in the track.

6. In combination, a car, means for resisting the tilting motionlof said car rought about by changes in the relative -elevatin' of the rails of the track, a light source and a photo-electric cell movable relatively to one another and located near the forward end of said car, and electrical means for transmitting the -signals of said photoelectric cell to said resisting means to operate the same in anticipation of the changes in the tilt of the car brought about by the changes in the track, said resisting means comprising hydraulic cylinder and piston assemblies connected to tilt said car, a source of pressure fluid and valve means controlled b'y said photo-electric cells to regulate the admission: of fluid to said assemblies.

7. In combination, a plurality of cars connected in series, a tilt-.responsive photo-electric cell control unit arranged in the foremost car, and tilt-resisting means in the succeeding cars controlled by said unit.

8. In combination, a plurality of cars connected in series, a tilt-responsive photo-electric cell control unit arranged in the foremost car, and tilt-` resisting means in the succeeding cars controlled by said unit, said photo-electric cell control unit comprising a light source'and a photo-electric cell movable relatively to one another by the tilting of said car, said photo-electric cell being shielded to receive illumination from said light source only during the tilting of said car.

v9. In combination, a plurality of cars connected in series, a tilt-responsive photo-electric cell control unit arranged in the foremost ca r, and tiltresisting means in the succeeding cars controlled by said unit, said photo-electric cell control `unit -ed in series, a tilt-responsive photo-electric cell comprising a light ,source and a pair of photoelectric cells movable relatively to one another l of tilt experienced by the car.

10. In combination, a pluralityf cars connect ed in series, a tilt-responsive photo-electric cell control unit arranged in the foremost car, and

tilt-resisting means in the succeeding cars controlled by said unit, said photo-electric cellunit comprising a light source on a pendulum and a photo-electric cell attached to the car body, said photo-electric cell being shielded to receive the illumination from said light source only during the tilting of said pendulum by reason of the tilting of said car. r

l1. In combination, a plurality of cars connected in series, a tilt-responsive photo-electric cell control unit arranged in the foremost car, and

lum and a pali` of photoelectric.cells` shielded control unit arrangedin the foremost car, and.

tilt-resisting means in the succeeding cars controlled by said unit, said photo-electric cell control unit comprising a light source mounted on a pendulum, a mirror, and a pair of photo-electric cells mounted on each side of said pendulum and. arranged to receive the light reilected `from said mirror, one photo-electric cell on each side of said pendulum being arranged to receive light to eceivedight at dierent degrees of tiltY of said pendulum, each of said photo-electric cells causing the application of a different amount of resisting force to said car according to the tilt of said pendulum.

' 12. In combinatioma pluralityv of cars connected in series, a tilt-responsive photo-electric cell control unit arranged in the foremost car, and tilt-resisting means in the succeeding cars .controlled by saiddunit; said photo-electric cell unit comprising a light source on a pendulum and a photo-electric cellfmounted on each side of said pendulum to; receive the illumination from said light source only during opposite tilts of said pendulum, one of said photo-electric cells being adapted when' energized to operate the tilt-resisting means in one direction4 and the other phoa to-electric cell being adapted to operate the tiltresisting means in the opposite direction.

13. In combination, a plurality of cars connected in series, a tilt-responsive'photo-electric cell control unit arranged in the foremost car, tiltresisting means in the succeeding cars controlled by said unit, and a pair of photo-electric cells mounted on each side of said pendulum, each pair of said cells being shielded'to receive' the illumination from said light source only during the tilting of said pendulum in one direction, the photoielectric cells on a given sideof said pendulum being arranged to operate the tilt-resisting means in one direction but at diierent amounts according to the degree of tilt signalled to said cells by the differing tilt of said pendulum.

14. In combination, a` plurality of cars connectand a phto-electric cell arranged on veacliside of said light source, said photo-electric cells-being screened to receive illumination only during opposite tilts ofy said pendulum as caused by opposite tilts of the car, said oppositely arranged photo-electric cells being adapted to actuate the tilt-resistingI devices in opposite directions 'according to the opposite tilts givenV to said pendulum,

17. A photo-electric cell control unit for regulating the tilt-resisting devices o'f a vehicle car, comprising a light source mounted on a pendulum, a mirror, and a photo-electric cell arranged on each side of said light source to receive) the radiation rellected therefrom by said mirror, said photo-electric cells being screened `to receive illumination only during opposite tilts of said pendulum as caus'e'l by opposite tilts of ed lin, series, a tilt-responsive photo-electric cell m control unit arranged @in the foremost car, and tilt-resisting means in the succeeding cars controlled by said unit, said photo-electric cell unit comprising a, light source on a pendulum, a' mirror, and a photo-electric cell mounted on each side of said pendulum toreceive the illumination froin said light source only as reected from said mirror during opposite tilts of said pendulum, one of said photo-electric cells being adapted when energized to operate the tilt-resisting means in one direction and the other photo-electric cell being adapted to operate the the opposite direction. ,l

15. In combination, a plurality ofy cars connecttilt-resisting means inA cellsbeing adapted to actuate the tilt-resisting devices in opposite directions according to the opposite tilts given to said pendulum.

18. A photo-electric cell control unit for regulating the tilt-resisting devices in a vehicle car, comprising a light source mounted on a pendulum and a pair of photo-electric cells mounted on each side of said pendulum, said photo-electric cells of each pair. being shielded to receive illumination only during diierent amounts of tilt of said pendulum, each of said photo-electric cells of each pair being adapted to operate the tilt-resisting devices by a dierent degree according to the amount of tilt given to said,penV dulum by the motion of the car.

19. A photo-electric cell control unit for regu- A tilt given to said pendulum by the motion of the car.

20,'In combinuation, a plurality of`cars connected in series, a tilt-responsive photo-electric cell control unit arranged in theV foremost car, and tilt-resisting means in the succeeding cars controlled by said unit, said 'photo-electric cell` unit comprising a light source operatively connected to a pendulum and a photo-electric cell attached to the car body, said photo-electric cell being shielded to receive the illumination from said light source only during the tilting of said pendulum by reason of the tilting of said car.

21.1'n combination, a plurality of cars connected in series, a tilt-responsive photo-electric cell control unit arranged in the foremost car,-

'and tilt-resisting means in the succeeding cars controlled by said unit, said photo-electric cell control unit comprising a light source operatively connected to a pendulum and a pair of photoelectric cells shielded to receive light at different 'degrees of tilt of said pendulum, 'each of said photo-electric cells causing the application of a different amount of resisting force to said car according to the tilt of said pendulum.

22. A photo-electric cell control unit for regulating the tilt-resisting devices in a` vehicle car, comprising a light source operatively connected .to a pendulum, and a photo-electric cell arranged 

